Tarjeta para montacargas eléctricos ev1.pdf

GEK-40724
1
OPERATING & MAINTENANCE
INSTRUCTIONS
MODELS EV-1A, EV-1B, EV-1C, EV-1D
VOLTS 24-48, 48-84
EV-1* SCR CONTROL FOR ELECTRIC VEHICLES
CONTENTS
Page
What is an SCR………………..2
Photos of Control ……………..2
Elementary Diagram…………..3
Circuit Operation………………4
Control Features……………….5
General Maintenance…………..8
Trouble-shooting Instructions….9
Arrangement and Identification of
Components ………………..23
Wiring Diagrams ……………..24
The information contained herein is intended to assist truck users and dealers in the servicing of 5CR
control furnished by the General Electric Company. It does not purport to cover all details or variations in
equipment nor to provide for every possible contingency to be met in connection with installation, operation
or maintenance.
Should further information be desired or should particular problems arise which are not covered
sufficiently for the purchaser’s purpose, the matter should be referred to the truck manufacturer through his
normal service channels, not directly to General Electric Company.
*Trademark of General Electric
Company

GEK-40724 EV-1 SCR Control
2
PHOTOS OF CONTROL
WHAT IS AN SCR?
Since the heart of the control is a silicon
controlled rectifier (SCR), a general understanding
of the characteristics of the device will be helpful.
The SCR is a semi-conductor rectifier used as a
latching switch; i.e., it may assume either a
conducting or nonconducting state (On or Off).
The SCR can be turned On by a momentary
application of control current to the gate. To turn it
Off, it is necessary in addition to removing the
turn-on signal from the gate, either to remove all
power from the SCR or to apply momentary
reverse voltage between cathode and anode.
!Typical of SCR as used in GE control for
electric vehicles.
Anode (Stud*)
Cathode (Pigtail!)
Gate
Fig. 2. Typical contactor
Fig. 1. Typical 5CR static panel
Fig. 3. Typical accelerator switch with
cover
removed

EV-1 SCR Control GEK-40724
3
ELEMENTARY DIAGRAM
Fig. 4. Elementary diagram, General Electric EV.1 control for Typical sit down truck. Refer to the
manufacturers instruction book for diagram for your specific truck.
1
11
12
4
7
5
2
3 9 8
SECTION OF
INTERNAL
TERMINAL
BOARD
5
12
TP-THERMAL PROTECTOR
GRY
W
1C
11
7
25 REC
P
BRN
TP
ORG
1
REC
BLK23 RES
32
5
FU3
FU1
15 AMPS MAX
2
10
5 REC
38
T2
1X
A
*
*
T1
R
W
22 REC
2 REC
SEAT SW.
T3
T4
1A
R
F
S1 S2
TRACTION
FIELD *
18 19
F R
11
A1
FW
RES
23 FIL 3 REC VIOLET
4 REC
13
SENSOR
A1
A2
A2
24
FIL
16
13
13 N
13
14
6
10
GRN
YEL
BLU
SECTION OF
INTERNAL
TERMINAL
BOARD
A1
A2
S1
S2
2 2
43
FU
2
FU
4
61
SP P
47
SP P
62
* FURNISH BY CUSTOMER
SYMBOLS
B
A
T
T
1
+
20
POT
ACCEL
SW
1A
13
13A
29 45
SW
R9
R8
R3
49
34
L10
24
R7
R10
PLUG
L3
ON
L5
L7
L4
R1
R5
R4 R2
8V
L9
R6
KEY SW.
BRAKE SW.
ACCEL.
START
SW. *
15
28
DIRECT. SW.
REV
8
6
FWD
13
P SP
HM
F R 1A FW
1
1AD
3 2
A1 BROKEN LINES DENOTE ACCESSORIES
B1 EV 1 CONTACTOR COILS HAVE INTERNAL SUPPRESS
C1 24 FIL ON MODELS C AND D ONLY
D1 ON REACTOR MODELS OMIT PRIMARY T1 T2
2
27
1
FWD
3
13
HORN
H
F
23 41 21 26
1
3 2
4
PMTD
1 3
2
4
HMD 26
60
10
HORN
BUTTON
10
*
*
*
*
*
*
*
*
*
*
*
*
*
*
SP
SW
TILT
SW
HOIST
SW
*
*
*
*
SCR POWR TERMINAL
HASH FILTER
HOUR METER
HM
H
F
TRACTION
ARM

4
CIRCUIT OPERATION
(SEE FIG. 4)
The control circuit is energized by closing the Key
switch, Seat switch, and moving the Forward or
Reverse lever to either position and then depressing the
accelerator, thus closing the Start switch. This applies
power to the control card and, if the static return to OFF
and pulse monitor trip requirements are satisfied, turns
on the PMT driver, which will close the selected
directional contactor, completing the circuit to the
traction motor.
The control card supplies a gate pulse to 2 REC,
timing it on to a conducting state, allowing current to
flow from the battery through 1C, 2 REC, lx, motor
field, motor armature, current sensor, and back to the
battery. After 1C charges, 2 REC shuts OFF due to lack
of current. The control card checks that 1C is charged
and unlocks the gates to 1 REC and 5 REC.
The control card then supplies a gate pulse to 1
REC, turning it (‘IN to a conducting state, allowing
current to flow from the battery through 1 REC, motor
field, motor armature, sensor, and back to the battery. 5
REC turns ON and allows current to flow T4•T3, 1C, 1
REC, 5 REC back to T4-T3. This current charges 1C
positive (card terminal 7 is now positive). This charge is
now stored on the capacitor until it is time to turn OFF
1 REC. This charging cycle occurs in less than 1
millisecond (0.001 seconds) and 5 REC shuts OFF.
Current continues to flow in 1 REC until the control
card turns ON 2 REC. When 2 REC conducts, capacitor
1C discharges around the circuit composed of 1C, 2
REC, 1X and 1 REC. This discharge current opposes
the battery current through I. REC until the resultant
current is zero.
Fig. 5. Battery current
Peak
Current
Average
Current
Current
50%
100%
Time
On On On
Off
Off Off

5
With reverse voltage across 1 REC. 1 REC is turned
OFF. Current continues to flow in 1C, 2 REC, motor
and the battery loop until the capacitor (card terminal 7)
is fully charged negative. This charge exceeds battery
voltage by an amount which is a function of motor
current, and 2 REC turns OFF. Figure 5 illustrates the
pulsing of current from the battery.
During the OFF time, the energy stored in the motor,
by virtue of its inductance, will cause current to
circulate through the motor around the loop formed by 3
REC, thus providing what is called “flyback current”.
Figure 6 shows the nature of the motor current, which is
composed of both battery current and the inductive
flyback current. It should be noted that the average
motor current measured will be greater than the average
battery current. The SCR control, in effect, converts
battery current at battery volts into a higher motor
current and a lower motor volts.
The time for the next On and Off cycle to start is
determined by the time that the control card takes to
oscillate. The oscillation times are controlled by the
potentiometer in the accelerator. Slow speed is obtained
by having maximum ohms in the potentiometer. As the
resistance in the potentiometer decreases, the speed of
the motor increases. With level operation, the SCR
circuit is capable of delivering approximately 85 to 90
percent speed. For full-speed operation, the 1A
contactor is closed to apply full battery voltage across
the motor.
CONTROL FEATURES
• OSCILLATOR — The oscillator section of the card
has two adjustable features, creep speed and
controlled acceleration, and one fixed feature, top
speed.
Fig. 6. Motor current
Fig. 7. Oscillator frequency curve
With the accelerator potentiometer at maximum
ohms, the creep speed can be adjusted with a trimpot on
the card. Top speed is fixed by card design, and is
obtained with the accelerator potentiometer at minimum
ohms.
The rate at which the oscillator may increase its %
ON time is limited by “Controlled Acceleration”. The
minimum time required to go from creep speed to the
1A pickup point may be varied by an indexed trimpot
(C/A) on the card, adjustable from approximately 0.5
seconds to 1.0 seconds.
The % ON time has a range of approximately 5 to 95
percent. The center operating condition of the oscillator
is at 50 percent ON time with a nominal 1.7
milliseconds ON time and 1.7 millisecond OFF time.
This corresponds to a maximum operating frequency of
about 300 hertz. At creep the ON time will decrease to
approximately .0.8 milliseconds while OFF time will
become in the order of 20 milliseconds. At full SCR
operation, this condition will be reversed (short OFF
time, long ON time). This variation of ON and OFF
time of the oscillator produces the optimum frequencies
through the SCR range. See Fig. 7.
• CURRENT LIMIT — This circuit monitors motor
current by utilizing a sensor in series with the
armature. The information detected across the sensor
is fed back to the card so current may be limited to a
maximum safe value. If heavy load currents are
detected, this circuit overrides the oscillator and
limits the average current. An indexed trimpot for
the current limit (C/L) adjustment is provided to
maintain the peak voltage on the capacitor within its
rating when
Average
Current
Current
50%
100%
Time
On On On
Off
Off Off
50 Hz
150 Hz
300 Hz
5
CS
95
TS
50
SCR range
% ON
Time
1A Demand
Pickup

6
used on high source inductance and/or low
motor resistance applications. Because of the
flyback current through 3 REC. the motor current
usually runs 2 to 3 times the battery current. The
(C/L) trimpot adjustment will produce little or no
variation of battery current when used with high
resistance motors.
• PLUGGING — Slowdown is accomplished when
reversing by providing a small amount of retarding
torque for deceleration. If the vehicle is moving and
the directional lever is moved from forward to
reverse, the motor field is reversed, the motor
armature is driven by the inertia of the vehicle and
acts as generator. This generated current passes
through 4 REC and the current sensor. When the
plug signal is initiated, the oscillator circuit regulates
at a plug current limit level as set by the Plug
trimpot on the control card. This controls the pulse
rate of 1 REC to regulate the generated motor
current and bring the truck to a smooth stop and
reversal.
• RAMP START — This feature provides SCR torque
to restart a vehicle on an incline. The memory for
this function is the directional logic in the card.
When stopping on an incline, the Directional switch
must be left in its original or OFF position to allow
the control to assume full power when restarting in
the same direction. The “C/L” trimpot affects this
torque.
• FULL-POWER TRANSITION — This built-in
feature provides smooth transition from SCR to 1A
bypass. This is accomplished by the SCR continuing
to pulse until the 1A contactor power tips close.
• 1A CONTROL — The 1A contactor has6 modes of
control:
1. DEMAND PICKUP (fixed feature of the card)
— If the oscillator has attained a % ON time
equivalent to a motor voltage of 80 to 85
percent of the available battery volts, the lA
contactor will automatically pick up. The 1A
switch in the accelerator is not necessary for
this function. On “H3” cards, this feature may
be eliminated by adding a jumper from R9 to
R4.
2. TIMED PICKUP — This feature works with
the 1A switch in the accelerator. The time-delay
pickup of 1A is provided by a circuit in the
card. This feature allows 1A to be picked up
after a time delay without reaching the demand
point, and is normally used to apply full power
at near stall conditions. This time delay is
adjustable by means of a lA time trimpot on the
card.
3. lA THERMAL HOLDOFF — This feature
prevents the 1A contactor from closing as a
function of time when the truck is in severe
thermal cutback to avoid torque jumps. When a
truck starts to go into thermal cutback, the lA
time will rapidly increase to infinity as the
control goes deeper into thermal cutback. On
“E” and later cards, this feature may be
eliminated by adding a jumper from R2 to R4.
4. 1A CURRENT HOLDOFF — This feature is
obtained by not wiring in the lA switch in the
accelerator. lA will not pick up until the vehicle
can accelerate to a point where the demand
pickup will close the 1A contactor.
5. 1A PLUGGING HOLDOFF —This built in
feature is designed to prevent lA closure
anytime during plugging.
6. 1A DROPOUT (lA DO) — This adjustable
feature can be set to open the lA contactor if the
traction motor is subjected to excessive
currents. The dropout is adjustable with the (lA
DO) trimpot. The directional or Accelerator
switch must be returned to NEUTRAL to
unlock the dropout circuit. Using this feature
will reduce the lA contactor tip life, thus it
should be used only where needed to protect the
motor.
• PULSE MONITOR TRIP — This function contains
three features: The look ahead, the look again, and
the automatic look again reset.
If 1 REC is shorted or lA is welded. PMT will look
ahead and prevent F or R from closing if either
condition exists.
If 1 REC fails to commutate, or if lA power tips
remain closed when they should be open, the control
will open F or R contactor. PMT will then look again by
testing for a fault and, if none, reclose F or R. If the
fault still exists, the F or R will reopen and remain open.
If lA closes before a second commutation failure, the
look again counter will automatically reset. This
eliminates the inconvenience of resetting the PMT with
the key switch if the tripping is due to random noise.
When the PMT circuit prevents F or R from closing,
the PMT circuit can be reset only by opening the Key
switch.

7
• STATIC RETURN TO OFF — This built-in feature
of the control requires the operator to return the
directional lever to NEUTRAL anytime he leaves
the vehicle and returns. If the Seat switch or Key
switch is opened, the control will shut off and cannot
be restarted until the Directional switch is returned
to NEUTRAL. A time delay (0.5 seconds) is built
into the Seat switch input to allow momentary
opening of the Seat switch. This same delay requires
the Directional switch not be closed until both the
Key switch and the Seat switch have been closed for
0.5 seconds.
• TIP BOUNCE TIMER — After F or R are closed or
1A opens, the oscillator card checks that the
capacitor has been charged by 2 REC, the battery
volts appear across 1 REC, and an interval of time
has elapsed before 1 REC and 5 REC can be gated.
• COIL DRIVE MODULES — These modules are
typically located on the contactor portion of the
control. They are the power devices that operate F,
R, 1A and FW contactor coils. These modules pick
up or drop out these coils on command from the
control card. All modules are equipped with reverse
battery protection so that if the battery is connected
incorrectly, none of the contactors controlled can be
closed electrically.
• THERMAL PROTECTOR (TP) — This
temperature-sensitive device is mounted in the 1
REC heat sink. If the 1 REC temperature exceeds
design limits, the thermal protector will lower the
maximum current limit and not allow 1 REC to
exceed its temperature limits. Even at a reduced
current limit, the vehicle will normally be able to
reach sufficient speed for full lA operation, thereby
allowing the panel to cool. As the panel cools, the
thermal protector will automatically return the
control to full power.
• FIELD WEAKENING (optional) — If the vehicle is
supplied with a field weakening circuit, the FW PU
and FW DO trimpot adjustments will be on the SCR
control card. Field weakening is a method of
attaining higher running speed for the vehicle in
level operation. The normal settings for this feature
are: pickup of FW contactor from 125 to 150 percent
of normal full-load running current (1A), and
dropout of FW contactor from 275 to 300 percent
current. The dropout puts the motor back to the 1A
range to climb ramps and inclines.
• FW WITH 1A CURRENT HOLDOFF — The 1A
switch in the accelerator has to close to allow the
FW circuit to operate. To allow the two functions to
operate, the 1A switch has to be rewired per Fig. 8.
Fig. 8. FW with current 1A holdoff
• LOW VOLTAGE — Batteries under load,
particularly if undersized or more than 80 percent
discharged. will produce low voltages at the SCR
control terminals. The EV1* control is designed for
use down to 50 percent of the nominal battery volts.
Low battery volts may cause the control to not
operate correctly but the PMT should open the F or
R contactor in the event of a commutation failure.
• ACCESSORIES — Other functions and equipment
available with SCR control for electric vehicles and
their instruction references are:
IC3645 System Analyzer GEK-40725
IC3645 Pump Time Delay GEK-73400
IC4482 Contactors GEH-4469
1C4484Auxiliary Plugging Control GEK-64881
IC4484 Battery Discharge Indicator GEK-73401
IC4484 Dual Motor Control GEK-64882
IC4485 Accelerator Switch GEH-4470
• OSCILLATOR CARD CHANGES
Card
IC3645 Volts FW
Features (Described on
page 8)
1 2 3 4 5 6 7
OSC1A3 24-48 Yes X X X X X
A4 48-84 Yes X X X X X
B3 24-48 No X X X X X
B4 48-84 No X X X X X
C3 24-48 Yes X* X
D3 24-48 No X* X
E3 24-48 Yes
E4 48-84 Yes
F4 48-84 No
H3 24-48 No X
*Only on cards up to Rev. B-2 (see card nameplate)
R9
R8
R5
R4 R6
Control Card
SW
1A
1
2
3
FWD
1 2
3
1AD
4
NEG
FW
1A
+ KEY SW

8
• OSCILLATOR CARD CHANGE FEATURES
1. Optional reduced current limit.
Adding a connector from R1 to R2 will reduce
motor current (by about 50 amperes when used with the
EV•1B control.)
2. Low thermal cutback.
Reduction in current limit is adequate only when the
panel is mounted on a good heat sink. 1A thermal
holdoff occurs at a low temperature. The low
temperature thermal protector (group 1) must be used
with this card.
3. No PMT look again reset.
The PMT look again counter will not reset when 1A
closes.
4. Motor current output signal location.
Output is located at R2 instead of L6.
5. 1 REC synch circuit.
1 REC synchronizing circuit shuts off 1 REC gate
pulse causing failure to gate 1 REC with certain motors.
6. Non-optional 1A thermal holdoff.
The provisions for disabling 1A thermal holdoff by
adding a connector from R2 to R4 is not available.
7. Optional 1A on demand and soft ramp start.
Adding a connector from R9 to R4 softens
initial torque on ramp start on some
applications, and also prevents 1A from
picking up on demand.
GENERAL MAINTENANCE INSTRUCTIONS
The SCR control, like all electrical apparatus,
does have some thermal losses. The semiconductor
junctions have finite temperature limits above which
these devices may be damaged. For these reasons,
normal maintenance should guard against any action
which will expose the components to excessive heat,
such as steam cleaning; or which will reduce the heat
dissipating ability of the control, such as restricting
air flow.
The following DO’S and DON’TS should be
observed:
• Any controls that will be used in ambients of 100
F (40 C) or over should be brought to the
attention of the truck manufacturer.
• All external components having inductive coils
must be filtered. Refer to vehicle manufacturer
for specifications.
• The control should not be steam cleaned. In dusty
areas, use low-pressure air to blow off the
control. In oily or greasy areas. A mild solution
of detergent or denatured alcohol can be used to
wash off the control a. then blow completely dry
with low-pressure air. The control can also be
cleaned with Freon TF† degreaser.
____________
†Registered trademark of the E.I. duPont de Nemours & Company
• For the SCR panel to be most effective, it must
be mounted against the frame of the truck. The
truck frame, acting as an additional heat sink,
will give improved truck performance by keeping
the SCR control package cooler. The use of a
heat-transfer grease (Dow Corning 340) is
recommended.
• Terminal boards and other exposed SCR control
parts should be kept free of dirt and paint that
might change the effective resistance between
points.
CAUTION: The truck should not be plugged when
the truck is jacked up and the drive wheels are in a
free wheeling position. The higher motor speeds can
create excessive voltages that can be harmful to the
control.
• Do not hipot (or megger) the control. Unless the
terminals of each semiconductor and card are
connected together, the control may be damaged.
Refer to control manufacturer before hipotting.
• Use a lead-acid battery with the voltage and
ampere hour rating specified for the vehicle.
follow normal battery maintenance procedures,
recharge before 80 percent discharged and with,
periodic equalizing charges.

GEK-40724
9
TROUBLE-SHOOTING INSTRUCTIONS
The pulsing of the main SCR is too fast for
conventional instruments to measure. When the
control is functioning properly, a low hum can be
heard.
Malfunctions of the SCR will generally fall into
one of two categories. They are either no power
(Table 1) or full power (Table 2), when operating in
the SCR control range.
These simple and easy-to-follow tables outline the
various symptoms and the corrective action to be
taken.
The same device designations have been
maintained on different controls but the wire numbers
may vary. Refer to the elementary and wiring
diagrams for your specific control. The wire numbers
shown on the elementary diagram will have identical
numbers on the corresponding wiring diagrams for a
specific truck, but these numbers may be different
from the numbers referenced in this publication.
WARNING: Before trouble-
shooting, jack up wheels, disconnect
the battery and discharge capacitor
1C. Reconnect the battery as needed
for the specific check.
If capacitor 1C terminals are not accessible.
discharge capacitor by connecting from SCR POS
terminal to 2 REC anode. Check resistance on
RX1000 scale from frame to SCR power and control
terminals. A resistance of less than 20,000 ohms can
cause misleading symptoms. Resistance less than
1000 ohms should be corrected first.
Before proceeding, visually check for loose
wiring, maladjusted linkage to accelerator switch,
signs of overheating of components, etc.
Tools and test equipment required are: (a) 6-volt
lamp, 6-volt battery, two A14 diodes (1 Amp 400V),
clip leads, volt-ohm meter (20,000 ohms per volt)
and general hand tools, or (b) EV-1 System Analyzer,
volt-ohm meter (20,000 ohms per volt) and general
hand tools. If the system analyzer is used, refer to the
analyzer instruction book.
Note: to test an EV-1 Model D,
1REC use a 12-volt battery and test
lamp
FUNCTION OF EV-1 CARD TERMINALS FOR IC3645OSCE3 AND E4 CARDS
Terminal Description Condition Volts
(Voltage measurements with respect to negative SCR power terminal) Nominal
Threshold†
E3 E4
L1 Not presently used
L3
Card power supply input
must be low to satisfy PMT
reset.
Key open
Key closed
0
BV
4.3 4.3
L4
SRO Input. When used
ignores open switch between
L4 and L5.
Key or seat open
Key and seat closed
0 BV
L5
Accelerator Start and Brake
switch input. Must be high
after £3 and L7 are at battery
volts for over 0.5 seconds
and while L9 and £10 are
low to complete
SRO logic.
Key, seat, brake, or start
open.
Key, seat, brake, and start
closed.
Key, seat, and direction
closed.
Key and seat closed, start
and direction open.
0
BV
0.07 BV (E3)
0.17 BV (E4)
0.9 BV (E3)
0.5 BV (E4)
†Threshold is the voltage ± approx. 5% below which the logic is the same as for zero volts.

10
Terminal Description Condition
Volts
Nominal
Threshold†
E3 E4
L6
Motor current sensor output No Current
500 Amps average motor
current model B”
1.8
3.3
L7
Seat switch input Key open
Key and seat closed.
0
BV
8.2 19
L9
Direction switch input from
positive side of “F” coil.
Key open
Key. seat, start, brake and
direction “F” closed.
0
BV
8.2 19
L10
Direction switch input from
positive side of “F” coil.
Key open
Key. seat, start, brake and
direction “F” closed.
0
BV
8.2 19
R1
Card power supply Key off
Key on
0 8.2
R2
1A thermal holdoff control
jumper to R4 to disable 1A
thermal holdoff.
Key on, cold T/P
Key on, thermal cutback
0
0.66 or more
R3
Output to PMT Driver Key off
Key, seat, start, brake and
direction selected. See
Note 1.
0 Volts
5-10 milliamp
R4
Common return to card for
accelerator pot and IA
switch
Key off, use VOM and
read from TBR4 to
“Neg.”
Less than
1 ohm
R5
Accelerator pot input Key on and accelerator at
“creep”.
Key on and accelerator at
top speed.
3-4
0-.2
R6
1A switch input Key on, 1A switch open
Key on. 1A switch closed
8
0
2.0 2.0
R7
% ON time output. See Note
2.
Creep speed
Top speed
2.2
6.2
R8
1A driver output 1A contactor open
Top SCR Speed. See
Note 1.
0 Volts
5-10 milliamp
R9
FW driver output FW contactor open
1A closed high speed.
See Note 1.
0 Volts
5-10 milliamp
R10
Plugging output Logic Not plugging mode.
Plugging mode.
0 Volts
8 Volts
Note 1: Connect milliammeter from terminal to R4. If contactor picks up- during this test replace driver. If zero
milliamps open lead and recheck to eliminate possible driver short from terminal 1 to 2.
Note2: If B card is used, remove wire to R7 when checking voltage.
†Threshold is the voltage ± approx. 5% below which the logic is the same as for zero volts.

11
ALL TESTING SHOULD BE DONE WITH TRUCK JACKED UP.
TABLE 1
FAILURES WHICH CAUSE REDUCED OR NO MOTOR TORQUE WITH 5CR
CONTROL
Trouble-shooting is based on using the voltmeter
to determine if the proper voltages are available to
permit the control to operate properly. Refer to
table pages 9 and 10 for theshold voltages. Check
for Leakage in switches if voltage is close to the
threshold.
SYMPTOM PROBABLE CAUSE
1A. Contactors do not pickup. No control voltage
from positive to negative.
• Check power and control fuses.
• Check battery for Low specific gravity and
connections for looseness or broken fittings.
lB. Contactors do not pickup. Control volts present
from positive to negative with proper polarity.
• Plug in battery with Key switch OFF. Volts on L3
should be less than 4 volts.
• Close Key switch.
• Check volts at T2 (pin 10). Should be about 50%
of battery volts. Above 70% locks out 1 REC.
(Control card contains a 10 K bridge from pin 5 to
L3 and pin 6). If near battery volts, check for
shorted 1A tips or a shorted 1 REC. If near zero
volts, check for shorted 3 REC. (4G).
• Close Brake, Start switches (all switches needed to
close F or B, contactor except the Direction
switch). Volts on L3, L5, L7 should be battery
volts. Volts on L9 and L10 should be near zero.
Wait for one second, then close FORWARD
Direction switch. Volts at L10 should remain near
zero. Volts at L9 and L9 side of F coil should be
battery volts. If not, check wiring and switches.
• Connect milliammeter (10 ma scale) from R3 to
R4. Should read 5-10 milliamps. If not, open Key
switch, open lead from R3 to PMT driver, reclose
all switches except Direction switch, wait over one
second and close FORWARD Direction switch. If
reading is not 5-10 milliamps, replace control card.
If reading is good, the coil or wiring to the PMT
driver is open or the PMT driver is defective.
Check driver. (4E)
1C. Contactors close. NO power arid NO SCR hum
with accelerator in SCR range.
• Check volts at SCR positive.
Should be battery volts. If not, check power fuse.
• Check volts at T2. Should be zero. If not, check
volts at S1, S2, Al, and A2 to locate open circuit.

13
1C. Contactors close. NO power and NO SCR hum
with accelerator in SCR range.
(Cont’d.)
• Check volts at R5. Should be 3-4 at creep
reducing to 0.2 or less at top speed. If R5 remains
about 4 volts, check accelerator. If R5 is zero,
check volts at R1. Should be 8-8.5 volts. If R1 is
above 10 or near zero and L3 is battery volts,
replace control card and check PMT driver for
short. (4E)
• Check volts at R7. Should be 2-2.5 when Key
switch closed. When F or R contactor is closed and
accelerator depressed, should increase to about 6.2
volts. If remains near 2 volts, check volts at 1C
(grey wire or 2 REC anode). If more than 0.125
By, check if 2 REC will gate on. (4G) If less than
0.125 By, check if 1 REC will gate on. (4G) Check
current sensor green lead to card input pin 13.
• Check 23 FIL for shorted resistor.
• Replace control card. (4A)
1D. Contactors close. Little or no power. Normal SCR
hum.
• Check 3 REC for open circuit. (4H)
• Check 4 REC for short. (4H)
• Check for open thermal protector. (4J)
1E. Contactors close. Little or no power. Abnormal
SCR hum.
• Check 2 REC for short. (4G)
• Check 5 REC for short. (4G)
• Check 22 REC and 25 REC. (4M)
Not.: A 25 REC which checks good with an
ohmmeter can cause a mis-operation of 5 REC
under load, and can cause 1A to close on demand
at lower than normal motor volts.
1F. Contactors close. Little power. No SCR hum. • Check 1C for low resistance (4B).
1G. One contactor closes with normal operation but
opposite contactor will not close,
• Close Key. Brake, Start switches (all switches
needed to close F or R contactor except the
direction switch.) Volts on L9 and L10 should be
near zero. Wait for one second, then close
Direction switch in the direction that contactor will
not close. Volts at other direction input (L9 or L10)
should remain near zero. Volts at non-closing
direction (L9 or L10) and top of coil should be
battery volts. If not, check wiring and switches.
• Close switches as above.
• Check volts at negative side of coil or
corresponding terminal of PMT driver. Zero volts
indicates open coil, battery volts indicates open
driver. (4E)
1H. PMT trips after operating in 1A and acceleration is
returned to SCR range.
• Check for cause of long 1A dropout time, i.e.,
defective 1A driver, low resistance in 1A filter,
shorted turns in 1A_coil,_or low voltage coil.

14
TABLE 2
FAILURES WHICH CAUSE FULL MOTOR TORQUE WITH 5CR CONTROL
2A. Contactors close. Full SCR speed immediately
with audible hum. NO PMT trip.
• Key switch on.
• Check volts at R5. Should be 3-4 volts at creep
position. If near zero, check Accelerator
potentiometer. (4D)
2B. Contactor close once or twice and then remain
open. PMT trips.
• Check 5 REC for open circuit or open gate. (4GJ
• Check 1C for open and connections. (4B)
• Check 1C for dead short. (4B)
• Check 5 REC for short.
• Check2RECforshort.
• Check 1X choke and transformer T3-T4. (4N)
2C. Contactor close. Stall currents, under SCR
operation, higher than normal and uncontrollable with
C/L trimpot. Contactors may open once or twice and
then remain open.
• Check current sensor yellow lead from negative
end of sensor to card input pin 14.

15
TABLE 3
MISOPERATION OF OTHER FEATURES
3A. 1A or FW contactors close with Key switch. • Check drivers for short from terminals 2 to 3 by
connecting wires to terminal 1 on the driver. (4E)
• Check resistance from R4 to SCR negative. If not
zero, the control card has been damaged, probably
by a high-current input to R4 burning open a run
on the card. Check for possible shorts and
improper leads being connected to this terminal.
Normally only the accelerator pot, 1A switch from
R6, and B card use R4 as a negative.
3B. F or R will close without returning Direction
switch to OFF.
• Check location of . Any open switch between L5
and Direction switch will satisfy SRO.
• Open lead from R3 to driver. Close switches
normally used to close F or R. If F or R close,
replace driver.
• Reconnect Lead from R3. Close Key switch only.
Volts at L3 should be By, volts at L5, L7, L9, L10
should be near zero. Close Seat, Brake and
Direction switches. Volts at L7 should be By.
Volts at L5 should be about 0.07 BV (0.17 BV on
E4 card). If near 4.1 volts, (18 on E4 card) check
Start switch leakage. Close Start switch. If
contactor picks up, replace control card. (4A)
3C. PMT does not open F or H. contactor. • Operate traction drive.
• Jumper R3 to HA. If contactor does not drop out,
replace PMTD driver.
• Operate traction motor in low speed SCR range.
Be sure wheels are turning freely. Push 1A tips
closed manually. F or R should open. If not,
replace control card. (4A)
3D. 1A will not close at run (percent pickup). • Connect a milliammeter from R8 to R4. Should
read 5-10 milliamps when 1A should be closed. If
near zero, see later steps for improper inputs or
control card. Check volts at terminal 3 of 1A
driver. Should be battery volts decreasing to about
2 volts when 1A should be closed. If near zero,
check coil and wiring to terminal 3. If remains
battery volts, check wiring from R8 to terminal 1
and terminal 2 to negative, then replace lAD
driver.

17
3D. 1A will not close at run (percent pickup).
(Cont’d.)
• If milliamps from R8 to R4 are near zero when 1A
should be closed, open lead from R8 to 1A driver
and recheck. If now good, there is a wiring short to
negative in the lead from R8 or defective driver.
(4E)
• Check volts at R7. Should be greater than 6 at top
speed. If less than 5.7 volts, 1A will not close on
demand. Check volts at R5, should reduce to less
than 0.2 volts at top speed If over 0.2 volts, check
accelerator. If less than 0.2 volts, check that creep
trimpot is not turned too far CCW.
• Check continuity of violet wire from T2 to pin 10.
3E. 1A will not close at 3CR stall (time pickup).
(Check truck diagram ‘to see if 1A switch closes
card circuit R4 to R6.) .
• Check 1A switch circuit. Key switch on. Volts at
R6 should drop to Less than 2 volts when 1A
switch is closed.
• Check volts at orange lead to TP. If volts are above
1.6 (0.06 on OSC1A and OSC1B cards), control is
in thermal cutback. Allow to cool, and recheck 1A
function.
• Turn 1A trimpot fully CCW and recheck.
• Check continuity of violet wire from T2 to pin 10.
3F. 1A will not open until start switch is opened. • Check volts at R6. 1A switch is open. switch.
Should If not, be near 8 volts when check wiring
and 1A
3G. FW contactor will not close after 1A pickup. • Check volts at R6. After 1A contactor closes, this
point must be less than 2 volts. If not, check 1A
switch and wiring.
• Open lead to R9 and connect milliammeter from
R9 to R4. When control signals FW to pick up,
should read 5-10 milliamps. If remains at zero, turn
FW PU trimpot fully CW and recheck. If remains
zero, replace control card. (4A) If reads 5-10 ma,
reset FW PU trimpot. (6)

18
3G. FW contactor will not close after 1A pickup.
(Cont’d.)
• Reconnect lead to R9 and check volts at R9 when
FW should pick up. If near 8 volts, check lead
from R9 to terminal 1 of FW driver and R2 to
negative for open, then replace driver. If about 2
volts, check volts at terminal 3 of FW driver.
Should be battery volts dropping to 2 volts or less
when FW should pick up. If volts are near zero,
check wiring from positive to FW coil, FW coil,
and wiring to terminal 3 of FW driver. If volts
remain greater than four volts, replace driver.
3K. FW contactor will not drop out with increasing
load.
• Check dropout setting on card. (6)
3J. Stiff plug.
Severe reversal.
• Check plug adjustment setting on card. (6)
• Check 4 REC for open circuit. (4H)
3K. Very soft reversal. • Check plug adjustment setting on card. (6)
3L. Blown power fuse.
Very hot power cables.
• Check 3 REC for short. (4H) (Possible damage
also to 1 REC and transformer module.)
3M. Hourmeter feeder faults:
(1) Pump contactor closes when either F or R
direction is selected.
(2) One direction okay; opposite direction picks
up both F arid R.
(3) Either direction selected picks up both F and
R.
• Diode shorted 3 to 4. (4H) Replace hourrneter
block.
• Diode shorted 1 to 4 or 2 to 4. (4H) Replace
hourmeter block.
• Diode shorted 1 to 4 and 2 to 4. (4H) Replace
hourrneter block.

19
TABLE 4
CHECKING COMPONENTS
4A. Main SCR Control Card
All trouble-shooting is written to check all outside devices and eliminate them as the source of symptoms. The
conclusion being then that the card is faulty.
1. Instructions for Removal of Card
a. Remove the four (4) screws shown in Fig. 9.
b. Jack out the right- and left-hand terminal board, using a screwdriver in the slots, (leaving the wires
intact) as shown in Fig. 10.
c. Pry open the latches carefully with a screwdriver as shown in Fig. 11.
d. Jack out the bottom plug with a screwdriver as shown in Fig. 12.
The card can be removed by hinging 10 degrees and pulling out, or, if panel components (not related to card
hinge mountings) are to be replaced, disregard all instructions above except “C” and the card will hinge up to 90
degrees.
Fig. 9
Fig. 11
Fig. 10 Fig. 12

20
4B. Capacitor 1C
Disconnect battery and discharge capacitor. Measure ohms through the capacitor using the R x 10.000
scale. Meter should read zero and then swing slowly to above 100,O( nr.. Replace capacitor if a. e
reading is not obtained.
4C. Contactors F, R, 1A, and P
75-ampere contactors (see GEH-3099)
NOTE 1. Control is arranged so that F and R do not break current. Check to see that 1A drops out ahead
of F or R.
NOTE 2. Most contactor coils are polarity sensitive. The left-hand terminal must be connected to
positive.
4D. Potentiometer in Accelerator
To check operation of the potentiometer, disconnect battery : disconnect wires at card terminal R4 and
R5. Connect a VOM to wire removed with scale set to R x 100. With accelerator in creep speed position,
the ohms reading should b. 4800 to 6000 ohms or less. With accelerator in top speed position, reading
should be 200 ohms or less. With wire disconnected as above, check for resistance of 1 megohm or higher
from pot wires to truck frame.
4E. Driver Module
(IC3645CPM1RDA2 and 1C364 5CPMIRD B2)
(a) Connect circuit as shown.
(b) Voltmeter should read battery volts with
switch open.
(c) Close switch and meter reading should be 3
volts or less.
(d) Move load to terminal 4 and repeat steps (b)
and (c).
NOTE: For 72 volt, use 8.2 Kohms 2-watt resistor.
4F. Hourmeter Module
Check individual diode circuits with trouble light or Simpson.
(4H)
2
1
3
4
-
2 watt
4.7 Kohms
SW
+
Coil load
24/36/48 volts
Simpson
50 volts d-c scale
-
+
2
1 3
4

21
4G. SCRs (1 REC, 2 REC, 5 REC)
These are silicon control rectifiers. Before checking, disconnect battery and discharge capacitor 1C
Disconnect one power connection on the rectifier. Disconnect gate leads of SCRs at the card plug.
To check an SCR, it is necessary to have a 6-volt battery, a 6-volt lamp and 2 A-14 diodes. NOTE Models C and
D require 12-volt battery and 12-volt lamp.
Connect the positive lead to the anode (1), connect negative lead to the cathode (3) as shown in Figure
13.
Fig. 13.
(a) The lamp should not light. If the lamp does light, the SCR is shorted and must be replaced.
(b) If check (a) was satisfactory, test the SCR for its ability to be turned on by the gate. Connect positive
through two diodes to gate (point 2). If gate is operative, the Lamp will come on and should remain on when
the gate is removed. Some SCR’s will operate correctly even if the lamp does n remain on, particularly with
a weak battery.
(c) If lamp cannot be lit under step (b) the SCR is open and must be replaced.
(d) If the SCR is a stud-type device, check continuity between the red and black cathode leads.
NOTE: If you do not have a test light to check the SCRs as described above, they may be checked for
shorts or opens by use of the VOM.
1. Measure resistance from anode to cathode (R x 100 scale). If SCR is shorted (zero ohms), it must
be replaced.
2. Measure resistance from gate lead (white lead) to cathode and then from cathode to gate lead (R x
1 scale). If resistance reads either zero ohms (shorted) or infinity ohms (open), replace the SCR.
When reassembling SCRs, refer to TABLE 5.
4H. Rectifiers (3 REC, 4 REC, Diode Blocks)
When checking diodes, disconnect battery and discharge capacitor 1C to prevent burning out ohmmeter. When
replacing rectifiers, refer to TABLE 5. For 3 and 4 REC, disconnect one lead flexible connection. 3 and 4 REC are
diodes with about 7 to 12 ohms in the conducting direction. (+ -) measured on the R x 1 scale, and 10,000
ohms or higher, in the non-conducting direction (- +) measured on the R x 10,000 scale.
(Top View)
AC Lamp
A14 or Equal. 200v
+
Cathode (3)
6 or 12 volts
-
Gate (2)
Anode (1)
Gate (2)
Cathode (3)
Anode (1) Cathode (3)
Gate (2)
Anode (1)
Cathode (3)
Red
White
Black or Pigtail

22
4J. Thermal Protector (TP)
Remove both connections from TP and with a VOM read between 100 and 200 ohms terminal to terminal, if
heat sink is at room temperature. Set VOM to highest ohm scale and check pins to heat sink, reading should be
infinity.
4K. Filter Block (HF), 23 FIL, etc.
To check, disconnect all wires from filter block. With VOM on R x 10,000 scale, touch the lead to the filter
terminals to charge the filter. After a few seconds, reverse the meter leads and touch the filter terminals. The VOM
needle will deflect and return to infinity. If this capacitor action is not observed, replace the filter block.
4L. Filter Block — 23 RES, etc.
Should these filters fail, it will be evidenced visually by severe cracking.
4M. Filter Block —22 REC, 25 REC.
The capacitor filter test, as in 4K, is valid for 22 REC and 25 !EC only to detect an open or shorted filter. If
control has symptoms as in 1E, interchange 22 REC and 25 REC and try again. If problem is corrected the old 25
REC is marginal. If problem is not corrected, replace both filters with known good filters.
4N. IX Choke — Transformer Secondary T3-T4
Refer to panel wiring diagrams, page 24 thru 27, to Locate windings. With VOM on RX-1 scale, check choke
winding or transformer secondary, reading should be zero ohms.
AC
Cathode
Thick
End
Anode
Cathode
Anode
Anode

23
TABLE 5
REPLACEMENT OF EV-1 COMPONENTS
When replacing stud semiconductors such as 2, 3, 4, or 5 REC, it is not necessary to torque these devices to a
specific value. However, the device should be screwed into the heat sink and tightened to a snug fit. SCR gates, not
screw connected, terminate inside card plug. Remove card connector for access to stab terminals.
The use of a heat-transfer grease (such as GE Versilube G-350-M or equivalent) is recommended.
5A. When replacing module semiconductors such as 1 REC (Models A and B), 1 REC and 3 REC (Model C)1
and 1 REC, 2 REC and 3 REC (Model D):
(1) Remove all module connections.
(2) Remove module by backing out the two screws at the device sides.
(3) If a 1 REC, remove the .thermal protector.
(4) Clean the insulator surface with a clean rag and isopropyl alcohol.
(5) Inspect insulator surface for tears or cracks. If defective, replace. Wipe a light layer of machine oil
on base and smooth insulator into position.
(6) Coat insulator with a light coat of heat-transfer grease similar to GE-350.
(7) Install thermal protector in new module. Tighten until snug.
(8) Set new module on insulation and start screws back into the base. Be sure to use original screws and
washers. Run screws in to “finger tight.”
Check to see the bottom of the heat sink is flat against the insulator. Alternately tighten the two
screws by 1/4 turn until firm.
(9) Replace all connections removed in Step 1.
5B. Capacitor (EV-1A and B)
(1) Remove card completely.
(2) Remove card box right support.
(3) Remove nuts from capacitor connections and slide capacitor to the right.
(4) Reverse procedure to install new capacitor.
5C. 22 REC and 25 REC, 23 FIL (Models C and 0)
When replacing these devices, use original hardware in the same holes, as the inserts are used fo electrical
connections to the transformer.
5D. Transformer/Choke
(1) Remove card box and card supports.
(2) Remove capacitor (Models A and B).
(3) Disconnect all transformer leads.
(4) Remove 2 REC, 5 REC, and snubbers as needed.
(5) Remove 4 mounting bolts and lift transformer free.
(6) Reverse procedure to reassemble.

24
TABLE 6
TUNEUP FOR NEW OR MISTUNED CARD 1
Panels are factory adjusted for a particular motor and truck and should not need adjustment. The card is supplied
with single turn potentiometer with internal stops and the box is marked with “dial” setting.
The truck manufacturer should supply the “combination” setting for the particular model truck. The following is
for explanation only and should not be used for setting your control:
Creep 7, C/A 7, C/L 5-1/2, 1A Time 4, 1A DO 9, Plug 8, FW PU 3-1/2, FW DO 6
With a new card, turn all pots fully CCW to “1”. Then set each pot to the setting for the particular truck.
Turning pots CW increases the particular function (i.e., CW adjustment increases creep speed, acceleration rate
(C/A Pot, C/L, 1A Time, 1A DO, stiffness of plug, FW PU, FW DO).
C/A
5
1 9
5
1 9
5
1 9
5
1 9
5
1 9
5
1 9
5
1 9
5
OFF
9
C/L
1A
TIME
1A
DO
PLUG
FW
PU
FW
DO
CREEP

25
TYPICAL PHYSICAL ARRANGEMENT
AND IDENTIFICATION OF COMPONENTS
(1) Main SCR (1 REC)
(2) Thermal Protector
(3) Commutating Capacitor
(4) Oscillator Card
(5) Card Adjustments
(6) Quick Card Release
(7) Card Connection Block
(8) Card Connector
(9) Flyback Diode (3 REC)
(10) Plugging Diode (4 REC)
(11) Turn-off SCR (2 REC)
(12) Charging SCR (5 REC)
(13) Power Connections
(14) Filters for 2 and 5 REC
(15) Motor Current Sensor (Located behind
middle power connector)
Transformer and choke (1X) located in encapsulated block under capacitor. 3 REC filter (23 FIL) located under
pigtail of the diode.
Fig. 14. Typical EV.1 5CR panel (Model A or B)

26
WIRE TABLE
WIRE NO
OR SIZE
WIRE
COLOR
FROM TO
DEVICE TERM DEVICE TERM
BUS TRANSF T1 1 REC C
BUS PTB P 1 REC A
BUS PTB T2 T T2
#10 BLK 1 REC A 1C** 1
2 REC
LEAD
BLK 2 REC C 22 REC 1 X 1
2 REC (A)
T3
T1
5 REC (A)
A1 N A2 T2 P
25 REC
1 X 2
T4
5 REC
SNUBBER
22 REC
2 REC
SNUBBER
T3
1 X 1
T3
2
23
RES
IC**
1
SEE DETAIL “C”
3 REC
23
FIL
SHUNT
4 REC
GATE
T2
A
A
C
1
REC
T1
1
2
TP
THERE IS NO
POLARITY
ON TP.
EITHER
TERMINAL
CAN BE 1 OR 2
C
PTB SEE DETAIL “B”
TOP VIEW OSC. CARD REMOVED
TRANSFORMER (TRANSF.)
(UNDERNEATH IC)
OSC. CARD PLUG
**REFER TO DETAIL “C” FOR TERMINATION OF WIRES
WHEN CAPACITOR IC IS MOUNTED SEPARATE TO
SCR.
TB2
REAR VIEW WITH
COVER REMOVED
1 2 3 5
4
6 7 8 9
10 11 12 14
13
WIRES
GRN YEL
SHUNT
HEAT
SINK
PTB
(A2)
1
2
DETAIL “B”
DETAIL “C”
IF CAPACITOR IS MOUNTED
SEPARATE ATTACH WIRES
AS SHOWN
RED
WHT
(GATE)
2 REC
A
C
BLACK
22 REC
1X1
T3
23 REC
1X
1C
T3
SECONDARY
T2 T1
PRIMARY
1X2
T4
A
C
RED
WHT
(GATE)
5
REC
BLACK
25 REC
4 REC
3
REC
S
H
U
N
T
1 REC
C
A
TP
2
1
G
A1 POS
T2
A2
NEG
BLU
YEL
GRN
23
FIL

27
5 REC
LEAD
BLK 5 REC C 25 REC T4
SHUNT
LEAD
YEL SHUNT 2 TB2* 14
SHUNT
LEAD
GRN SHUNT 1 TB2 13
#22 BLU PTB A2-1 TB2 6
#22 BRN TP 1 TB2 11
#22 ORN TP 2 TB2 12
2 REC
LEAD
RED 2 REC C TB2 9
2 REC
LEAD
WHT 2 REC GATE TB2 8
#22 GRY 1C** 2 TB2 7
#22 VIO 1 T2 TB2 10
#22 BLK 1 REC C TB2 5
#22 WHT/BLK 1 REC GATE TB2 4
5 REC
LEAD
RED 5 REC C TB2 3
5 REC
LEAD
WHT 5 REC G TB2 2
#22 WHT/RED 1C** 1 TB2 1
Fig. 15. Model A and B wiring diagram (transformer)
TWIST
TWIST
TWIST
TWIST
TWIST

28
2 REC (A)
T3
T1
5 REC (A)
A1 N A2 T2 P
25 REC
1 X 2
T4
5 REC
SNUBBER
22 REC
2 REC
SNUBBER
T3
1 X 1
T3
2
IC**
1
SEE DETAIL “C”
3 REC
23
FIL
SHUNT
4 REC
GATE
T2
A
A
C
1
REC
1
2
TP
THERE IS NO
POLARITY
ON TP.
EITHER
TERMINAL
CAN BE 1 OR 2
C
PTB SEE DETAIL “B”
TOP VIEW OSC. CARD REMOVED
REACTOR
(UNDERNEATH IC)
A2
1

29
WIRE TABLE
WIRE NO
OR SIZE
WIRE
COLOR
FROM TO
DEVICE
TER
M
DEVICE TERM
BUS REACTOR T1 1 REC C
BUS PTB P 1 REC A
BUS PTB T2 T T2
#10 BLK 1 REC A 1C** 1
2 REC
LEAD
BLK 2 REC C 22 REC 1 X 1
5 REC
LEAD
BLK 5 REC C 25 REC T4
SHUNT
LEAD
YEL SHUNT 2 TB2* 14
SHUNT
LEAD
GRN SHUNT 1 TB2 13
#22 BLU PTB A2-1 TB2 6
#22 BRN TP 1 TB2 11
#22 ORN TP 2 TB2 12
2 REC
LEAD
RED 2 REC C TB2 9
2 REC
LEAD
WHT 2 REC GATE TB2 8
#22 GRY 1C** 2 TB2 7
#22 VIO 1 T2 TB2 10
#22 WHT/BLK 1 REC GATE TB2 4
5 REC
LEAD
RED 5 REC C TB2 3
5 REC
LEAD
WHT 5 REC G TB2 2
#22 WHT/RED 1C** 1 TB2 1
Fig. 16. Model A and B wiring diagram (reactor)
OSC. CARD PLUG
**REFER TO DETAIL “C” FOR TERMINATION OF WIRES
WHEN CAPACITOR IC IS MOUNTED SEPARATE TO
SCR.
TB2
REAR VIEW WITH
COVER REMOVED
1 2 3 5
4
6 7 8 9
10 11 12 14
13
WIRES
GRN YEL
SHUNT
HEAT
SINK
PTB
(A2)
1
2
DETAIL “B”
DETAIL “C”
IF CAPACITOR IS MOUNTED
SEPARATE ATTACH WIRES
AS SHOWN
TWIST
TWIST
TWIST
TWIST
TWIST
RED
WHT
(GATE)
2 REC
A
C
BLACK
22 REC
1X1
T3
23 REC
1X
1C
T3
REACTOR
1X2
T4
A
C
RED
WHT
(GATE)
5
REC
BLACK
25 REC
4 REC
3
REC
S
H
U
N
T
1 REC
C
A
TP
2
1
G
A1 POS
T2
A2
NEG
BLU
YEL
GRN
23
FIL

30
24
FIL
A1 NEG
4
REC
23
FIL
1C 2C
Fig. 17. Model C wiring diagram (transformer)
WIRE TABLE
WIRE NO OR
SIZE
WIRE
COLOR
FROM TO
BUS 4 REC A 3 REC A
BUS PTB T2 3 REC C
BUS 4 REC A PTB N
BUS 1 REC C T** T1
BUS 1 REC A PTB P
BUS 3 REC C T T2
#8 BLK 22 REC 1 X 1 T 1 X 1
#8 BLK 2 REC A T T3
#8 BLK 2 REC A 2C 1
#8 BLK 1 REC A 2C 2
4 REC LEAD 4 REC C PTB A1
2 REC LEAD 2 REC C 22 REC 1 X 1
5 REC LEAD 5 REC C 22 REC T4
SHUNT LEAD YEL SHT 2 TB2 14
SHUNT LEAD GRN SHT 1 Tb2 13
#22 BLU 3 REC A TB2 6
#22 GRN THY 2 TB2 12
#22 BRN THY 1 TB2 11
#22 VIO 3 REC C TB2 10
2 REC LEAD RED 2 REC C TB2 9
2 REC LEAD WHT 2 REC G TB2 8
#22 GRY 2C 1 TB2 7
#22 WHT/BLK 1 REC G TB2 4
#22 WHT/RED 1C 2 TB2 1
#22 WHT/GRN 23 FIL T2 3 REC C
1C 2C
2
2
1 1
A1
24FIL
23FIL
NEG
T2
4 REC
N A2 T2 P
A A
SHUNT
3
REC
A C
T2
A
G
C
A
2 REC
22 REC
T3
A
G
A C
1 REC
TRANSFORMER
TP
1
2
T1
5 REC
G C
A
25 REC
T4
1 x 1
T3
THERE IS NO
POLARITY ON TP
EITHER TERMINAL
CAN BE 1 OR 2
CORD TIE
TOGETHER
LOCATE
2 RED PIGTAIL
AS SHOWN
TOP VIEW (OSC CARD REMOVED)
TB2
REAR VIEW WITH
COVER REMOVED
1 2 3 5
4
6 7 8 9
10 11 12 14
13
WIRES
TWIST
TWIST
TWIST
TWIST
TWIST
ROUTE
AS
SHOWN
ABOVE

31
24
FIL
A1 NEG A2 T2 POS
4
REC
23
FIL S
H
U
N
T
YEL
GRN
BLU
3 REC
1 REC
GATE
A C
TP
1
2
SHIELD
22
REC
1C 2C
RED
WHT
(GATED)
5
REC
T1
WHT
(GATED)
1X
T3
REACTOR
T4
T1
1X1
25
REC
WIRE TABLE
WIRE NO OR
SIZE
WIRE
COLOR
FROM TO
BUS 4 REC A 3 REC A
BUS PTB T2 3 REC C
BUS 4 REC A PTB N
BUS 1 REC C T** T1
BUS 1 REC A PTB P
BUS 3 REC C T T2
#8 BLK 22 REC 1 X 1 T 1 X 1
#8 BLK 2 REC A T T3
#8 BLK 2 REC A 2C 1
#8 BLK 1 REC A 2C 2
2 REC LEAD 2 REC C 22 REC 1 X 1
5 REC LEAD 5 REC C 22 REC T4
SHUNT LEAD GRN SHT 1 Tb2 13
#22 GRY 2C 1 TB2 7
Fig. 18. Model C wiring diagram (reactor)
1C 2C
2
2
1 1
A1
24FIL
23FIL
NEG
T2
4 REC
N A2 T2 P
A A
SHUNT
3
REC
A C
A
G
C
A
2 REC
22 REC
T3
A
G
A C
1 REC
REACTOR (T)
TP
1
2
T1
5 REC
G C
A
25 REC
T4
1 x 1
T3
THERE IS NO
POLARITY ON TP
EITHER TERMINAL
CAN BE 1 OR 2
CORD TIE
TOGETHER
LOCATE
2 RED PIGTAIL
AS SHOWN
T1
TB2
REAR VIEW WITH
COVER REMOVED
1 2 3 5
4
6 7 8 9
10 11 12 14
13
WIRES
TWIST
TWIST
TWIST
TWIST
TWIST
ROUTE
AS
SHOWN
ABOVE

32
WIRE TABLE
WIRE NO. COLOR NO.
LENGTH
***
FROM TO
#6 5” LONG 2 REC C T 1X1
#4 3 ¼” LONG T T3 4C 1
#6 5” LONG T T3 2 REC A
#6 9” LONG 25 REC T4 T T4
#6 7 ¾” LONG 5 REC A 1 REC C-1
#4 9 ¾” LONG 1 REC A 2C 2
REC LEAD 5 REC C 25 REC T4
SHUNT LEAD GRN SHT 1 TB2 13
#22 GRY 4C 1 TB2 7
BUS 4 REC A PTB N
BUS 4 REC A 3 REC A
BUS 3 REC C PTB T2
BUS 1 REC A PTB P
BUS 3 REC C T T2
BUS 1 REC C T T1
Fig. 19. Model D wiring diagram (transformer)
NOTE:
THERE IS NO
POLARITY ON TP
EITHER TERMINAL
CAN BE 1 OR 2
1C 4C
1
A1
23FIL
T2
T2
4 REC
A
A SHT
C
C-1
N
C
A
3 REC
T2
T4
A
P
A C
1 REC
TRANSFORMER (T)
TP
1
2
T4
5
REC
G
C
A
25 REC
T2
1x1
T3
T1
1
1
1
3C
2C
2 2 2 2
3 REC
2
REC
T3 1x1
22 REC
C
C
G
G
NEG
YEL
GRN
C
A
A
C
1
2
A2
PTB
OSC. CARD PLUG
TB2
REAR VIEW WITH
COVER REMOVED
1 2 3 5
4
6 7 8 9
10 11 12 14
13
WIRES
TWIST
TWIST
TWIST
TWIST
TWIST
ROUTE
AS
SHOWN
WHITE
24
FIL
A1
4 REC
23
FIL
S
H
U
N
T
YEL
GRN
BLU
3 REC
1 REC
GATE
TP
1
2
2 REC
1C
5 REC
(GATE)
T3
SECONDARY
T4
T2
1X1
22 REC
NEG A2 T2 POS
G
A
T
E
25 REC
RED
T1
PRIMARY
1X
2C 3C 4C

33
WHITE
24
FIL
A1
4 REC
23
FIL
S
H
U
N
T
YEL
GRN
BLU
3 REC
1 REC
GATE
TP
1
2
2 REC
1C
5 REC
(GATE)
T3 T4 1X1
22 REC
NEG A2 T2 POS
G
A
T
E
25 REC
RED
T1
1X
2C 3C 4C
WIRE TABLE
WIRE NO. COLOR NO.
LENGTH
***
FROM TO
#6 5” LONG 2 REC C T 1X1
#4 3 ¼” LONG T T3 4C 1
#6 5” LONG T T3 2 REC A
#6 9” LONG 25 REC T4 T T4
#6 7 ¾” LONG 5 REC A 1 REC C-1
#4 9 ¾” LONG 1 REC A 2C 2
REC LEAD 5 REC C 25 REC T4
SHUNT LEAD GRN SHT 1 TB2 13
#22 GRY 4C 1 TB2 7
BUS 4 REC A PTB N
BUS 4 REC A 3 REC A
BUS 3 REC C PTB T1
BUS 1 REC A PTB P
BUS 3 REC C T T2
BUS 1 REC C T T1
Fig. 20. Model D wiring diagram (reactor)
NOTE:
THERE IS NO
POLARITY ON TP
EITHER TERMINAL
CAN BE 1 OR 2
1C 4C
1
A1
23FIL
T2
T2
4 REC
A
A SHT
C
C-1
N
C
A
3 REC
T2
T4
A
P
A C
1 REC
TP
1
2
T4
5
REC
G
C
A
25 REC
T2
1x1
T3
T1
1
1
1
3C
2C
2 2 2 2
3 REC
2
REC
T3 1x1
22 REC
C
C
G
G
NEG
YEL
GRN
C
A
A
C
1
2
A2
PTB
OSC. CARD PLUG
TB2
REAR VIEW WITH
COVER REMOVED
1 2 3 5
4
6 7 8 9
10 11 12 14
13
WIRES
TWIST
TWIST
TWIST
TWIST
TWIST
ROUTE
AS
SHOWN

34
GENERAL ELECTRIC
GENERAL ELECTRIC COMPANY, U.S.A.
INDUSTRIAL CONTROL DEPARTMENT
CHARLOTTESVILLE, VA 22901

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